Brake control means



Sept. 22, 1936. c Q FARMER 2,055,107 I BRAKE CONTROL MEANS Filed NOV. 5, 1934 U w INVENTOR' Em WMR QEQR LYDE CFARMER.

g g I .ATTORN Y Patented Sept. 22, 1936 PATENT OFFICE BRAKE CONTROL MEANS Clyde Farmenfittsburgh, Pa., assignor to The I p j v Westinghouse Air Brake Company, Wilmerding, v

- Pa.;-a corporation of Pennsylvania- ApplicationNovember 3, 1934, Serial No. 751,298

s Claims. (o1. cos- 24 .-This invention .relates to brake control means, and in particular to, brake control; means for trainsdesigned for high speed service.

In trains designed-for high speed service it is of the highestlimportance that the braking equipment employed "provide for the highest practical degree of reliability; In fluid pressure brake systems, one manner of providing forthis reliability is to arrange the system such that an application of the brakes may be efiectedeither by straight air operation, by automatic operation-or by a combination of the two. In systems of this character there :is'nsually provided on each car in the train a controlyalve. device, and these control valve devices are controlled from the head end of the train through some form of controllingbrake valve.

Each control valve device most generally comprises some form of relay valve for controlling all flow to the brake cylinder, andan electrically controlled valve device and an automatictyalve device for controlling operation of the relay valve. The electrically controlled valve device controls operation of. the .ielay valve during straight air operation, while theautomatic valve device controls operation of the relay valve during automatic operation; In additionrto these valve devices,the control valve device usually includes additional electrically-actuated valves under the control of a retardation controller device, which valves and retardation controller device function to control the brake cylinder pressure so. as to decelera'te the train at: some predetermined desired rate of retardation. The retardation'con troller device and electrically actuated valves usually function to first cut on the supply of fluid under pressure-to thebrake cylinder and subsequently to effect a release of fluid under .pressure from the brake cylinder. One of thedifiiculties heretofore encounteredrhas been that more fluid under pressure has been released from thebrake cylinder through this operation than necessary to maintain the desired rate of retardation, with the result that the rate -maintained was not maintained'constant within tolerable limits. In addition, there has been an undesired cycling operation of the apparatus inalternately supplying fluid under pressure to and releasing it from the brake :cylinder, thereby causing unnecessary loss of fluid pressure. It is desirable in practice that the retardation controller device function first to .cut oil the supply of fluid under pressure to the brake cylinder, and thereafter; as the speed of the train diminishes and the coefiicient. of friction between the rubbing parts of'the brakes increases,

to intermittently release fluid under pressure from the brake cylinder without at' any time resup plying fluid under pressure thereto.

However, while it is desired thatthe retardation controller device release from the brake cylinder whatever fluid underpressure is necessary to maintain the desired rate of retardation, an accidental release of total brake cylinder pressure should be guarded against. r

In the equipments providing for both straight air and automatic operation as heretofore proposed, the retardation controller device has been effective in controlling only applications efiected V by straight air operation. It is, of course, desirable that the retardation controller device be effective in controlling applications by either straight air operation or by automatic operation.

With the above considerations in mind, it is a principalobject of the present invention to provide' a brake equipment in which applications may be effected either by straight air operation or by automatic operation, and in which'a :retardation controller device may be employed to control applications by either mode of operation.

Another object of the present invention is to provide meansfor" effecting a more gradual release of the brakes in response tooperation of the retardation controller device, so as to prevent the needlessloss of fluid under pressure and to maintain a more nearlyconstant rate of retardation.

"A yet further object of the invention is to provide means, in connection with an equipment of this character, which will prevent a total loss-of brake cylinder'pressure in the event ofgundesired operation of theelectrically actuated valves controlled by the retardation controller device.

, Yet further and more specific objects-of the inventionwill appear from the following description, which is taken in connection with the'single figureof the attached drawing, which shows in schematic and diagrammatic form one arrangement of apparatus which maybe employed in carrying out the invention i In this drawingyan arrangement for only one 55 car has been shown, but, as'will hereinafter more fully appear, portions of the apparatus may be duplicated on other cars in the train, and thus provide for a complete train braking equipment; In the embodiment/illustrated, I have shown a control valve device llllwhich operates to control the supply of fluid underpressure to and its release from a brake cylinder l2, whether effected bystraight air operation or by automatic operation. One of these control valve devices is located 55 troller device I6 has been included, and this de,--

vice functions to control certain electrically op erated valve devices, as will more fully appearhereinafter. V l g Considering now more in. detail the control valve device Hi, this valve device comprises a relay valve section I8, an electrically controlled self-lapping magnet valve section 20, an automatic valve section 22, a pneumatic cut-off valve section 24, an inshot valve section 26, and a magnet valve section 28. a,

' "The relay valve section l8 controls the supply of fluid underpressure froma connected supply reservoir 30 to the connected brake cy1inder |2. The flow offluid from the reservoir to the brake cylinder is controlled by a supply valve 32, which is disposed in a valve chamber 33. The valve 32 is urged toward a seat 34 by a spring 35. Disposed within the supply valve 32 is a pilot valve 36, urged toward a seat 31 by a spring 38.

When the pilot valve 36 is seated, the fluid pressure acting upon the valve 32 from the valve chamber 33, plus the pressure of spring 35, will hold the valve upon its seat 34. When the pilot valve 36' is actuated to unseated position, fluid under pressure in the Valve chamber 33 is released past the unseated pilot valve to a slide valve chambe'r'4ll at a rate faster than it can besupplied to the valve chamber 33 through a choke 39 froma supply chamber 4|, which is in communication with the supply reservoir 36 by way of passage 42 and pipe 43. As aconsequence, the pressure on the upper'side of the valve 32 is reduced and the valve can then be unseated by a 'rela'tively small pressure frombelowb When the valve'32 isunseated, fluid under pressure may flow from the supply chamber 4|, and the supply reservoir 30, to the slide valve chamber 46.

Disposed'in 'the'slide valve chamber'46 is a slide valve 44, and for'operating the slide valve and for unseating the pilot valve 36 and the main supply valve 32, there is provided a piston 45 disposed in a piston chamber 46 and having a stem 41. The piston stem 41 is provided with an enlarged flanged 'portion 48'interfitting with a bore 49, for the purpose of providing a seal be tween the piston chamber 46 and the slide valve chamber 40 as the piston 45 moves. 'Also, the stern 4'l is provided with a guiding element 56 for guiding movement of the stem when the'piston 45 is moved upwardly and downwardly- The slide valve 44 is carried in a recess in the stem 41 I and its movement is coextensive with the movement of the piston 45. r The slide valve chamber 46 is in constant communication with the brake cylinder l2 by way of pipe and passage 5|, and'is also in restricted communication with the piston chamber 46 by way of passage 52, in which is disposed a choke 53. ii 'The slide valve 44 controls communication between the slide valve chamber 46 and the atmosphere; by way of-passages 54 and pipe 55.

' In release position of the relay valve section l8, which is that shown in the drawing, the piston 45 is in its lowermost-position, where an'ainnular on each car in the train. At the head end of the flange thereon contacts and seals with a corresponding annular portion of a gasket 56. In this position, the slide valve 44 uncovers one passage 54 and a port 51 therein registers with the other passage 54, so that fluid pressure may be released from the slide valve chamber 40, and

. the connected brake cylinder l2, to the atmosphere by way of passages 54 and pipe 55.

When the relay piston 45 is actuated upwardly toapplication position, slide valve 44 blanks both passages 54, to cut ofi communication from the pilot valve 36, to partially unload the main 1 supply valve 32, and then engages and unseats the main supply valve. Unseating of this supply valve effects a supply of fluid under pressure to the slide valve chamber 40 and the brake cylinder I2, through the passages heretofore indicated.

. Relay piston 45 is actuated to application position by the supply of fluid under pressure to the volume therebelow. When fluid under pressure is thus supplied below the piston, it acts initially upon the piston area within the annular flangein engagement with the gasket 56, and as soon as the piston is lifted from the gasket, fluid pressure then acts upon the total piston area and thus causes the piston to move quickly upwardly to application position. V 7

When the supply of fluid under pressure to the volume .belowthe piston has been cut off, the pressure of fluid flowing to the space above the piston,'through the choke 53, equalizes with that below, whereupon the piston moves downwardly until the supply valve 32 is seated.- The supply of fluid under pressure to the brake cylinder is then lapped.

The supply of fluid under pressure to the volume below relay piston 45 is primarily controlled by the self-lapping magnet valve section 20 during straight air operation, or by the automatic valve section 22 during automatic operation, and secondarily by the inshot section 26, the magnet valve section 28, and the pneumatic cutolT valve section 24, during either operation.

- The self-lapping magnet valve section 20 is provided witha supply valve 60, which controls the flow of fluid under pressure from the supply reservoir 30 to the volume below relay piston 45, byway of pipe 43, passages 42 and 6|, past supply valve .60 when unseated, to passage 62, and from thence through the inshot valve section and the pneumatic cut-off valve section, as will hereinafter be more .fully described.

The supply valve 60 is urged toward seated position by a spring 63, and toward unseated 'position by action of an electro-magnet having a winding 64, which when energized actuates members to be described to unseat the valve. When the .winding 64 is energized, the magnetic efiect produced thereby actuates a movable co're member 65'downwardly. Secured to the core member 65 is a stem 66 which engages apin 61 to actuate a sliding member 68. The sliding member 68 is provided with a valve seat 69 which engages and inter-fits with the upper end of the stem of the supply. valve66, which end forms a release valve "H3, controlling the release of fluid pressure from the volume below relay piston 45.

. The. sliding member 68 is normally held in an upper or release position by a resilient diaphragm I, which is secured thereto and to the casing embodying the self-lapping valve device in a manner to-form a chamber 12 therebelow and a chamber 13 thereabove. When the sliding member'fia is in its upper or release position, the release valve I8 is unseated, so that fluid pressure is released fromsthe .volume below relay piston 45 to the atmosphere. past theunse'ated, release valve, through an-oriflce", passage 15, and port I6.

When thesliding'member 88 is actuated downwardly therelease valve 18. is seated, to out off this communication'to the atmosphere, and. the supply valveBIl is unseated, to effect a supply of fluidunder pressure to the underside of the relay piston. c I

The downward movement of the sliding member 88 is, as aforesaid, caused by downward movement of the core member 85. The downward movement of the score member 65 is opposed by aspring I8 reacting against a spring cup 19 secured to the upper end of the stem 66. The downward movement of the core member 65 and the stem 66 is governed or limited by a flanged collar which is adapted to engage a stop washer 8I upona predetermined downward movement of the core and stems As may be seen from the construction shown in the drawing, the spring cup I9 and the flanged collar 80 may be adjusted to different positions on the stem 66. The stem 66 may be also'adjusted with respectto the core member 65 by means of the screw-thread connection shown.

.Thelower end of the core member 65 is preferably of a bevelled configuration, as shown in the drawing, and interfits with. a corresponding recessed portion in a stationary core member 82, so as to provide an air gap therebetween of somewhat decreased reluctance. The casing embodyingthe valve device provides the return path for the magnetic flux established by the energized winding 64.

When the winding 64 is energized, the release valve '10 is first'seated and .the supply valve 68 is next unseated an amount in accordance with the downward movement of the stem 66 and movable core 65. This movement is opposed bythe spring'18 and thetunseating of the supply valve 68 is thus determined by the degree of energization of the winding 64.

When the supply valve 60 is unseated, fluid under pressure also flows tothe chamber I2 below the diaphragm 'll, by way of passage 83,v and when the fluid pressure acting below the diaphragm overbalances that acting downwardly on the diaphragm due to the magnetic pull on the core member 65, the sliding member 68 is actu-, ated upwardly to permit supply valve 68 to be seated by spring 63. The supply of fluid under pressure to the volume below relay piston 45 will then be lapped. v

If the pressure below diaphragm II is great enough, release valve I0 may be unseated to release pressure from below the relay piston.. If, on the other hand, after supply valve 60 is seated, the pressure below the diaphragm should dimin ish, due to leakage or for other'reasons'the diaphragmwill be actuated downwardly by the magnetic force above, to unseat the supply valve and thus readmit fluid under pressure to thevolume below'the relay piston. The self-lapping magnet valve portion thus operates to supply and maintain a pressure to the-relay valvesection in accordance with the current supplied to the winding 64. v i I As before indicated: the supply of fluid under pressure-to the volume below relaypiston45 may be also controlled by the automatic valve section 22. This section is providedwith a slide valve chamber 852 in which is disposed a main slide valve 86 and a graduating valve 81. For operating'the main and graduating valves there is provided. a'piston 88, disposed in a piston chamber 89. The piston 88 is provided with astem 98 adapted to move. the graduating valve 81 coextensivetherewith, and to move the main slide valve 86 with a delayed .or' lost motion.

' The'piston chamber 89is in communication with a brake pipe 92 byway of pipe and passage 93. When the'pressure in thebrake pipe is normal, that is, maintained at a predetermined value, the piston 88 is in its lowermost position, as shown in the drawing, which is also the release position.- In this release position, a cavity 94 in the main slide valve 86 connects a passage 95, which leads to the-atmosphere by way of pipe 96, with a passage 91, which has two branches, one branch leading by Way of pipe 98 to a volume reservoir 99, and the other branch leading by way of passage I88 to a double check valvechamber IIlI in which is disposed a double check valve I02.

Inrelease position, the main slide valve 86 also-has a port I 88 in registration with a passage 84 leading to a valve chamber I85, in which is disposed a fastrechargevalve I88, urged toward a seated position by a spring ID'I. This fast recharge valve I06 controls communication between the passage I84 and the brake pipepassage 93, as willhereinafter be more fully referred valve. chamber actuates the piston upwardly to service-position. In service position the main slide valve 86 blanks the two passages 95 and I84, and brings port II2 therein in registration' with the passage 91, the graduating valve 81 having uncovered the port I I2 at this time. Fluid under pressure then flows from the main slide valve chamber 85, and the auxiliaryreservoir I II), to both the volume reservoir 99 and to the double check valve chamber I8I, according to the degree of reduction in brake pipe pressure.

' The pressure of fluid supplied to the double check valve chamber I85, above the double check valve I 82, will actuate the double check valve to lower position, and thereafter fluid under pressure will-flowto the volume below relay piston 55, through the inshot valve section, as will more fully'appearfpresently.

V /hen the pressure'in piston chamber 89 is reduced at an emergency rate, the piston 88 moves upwardly 'arid' seals against gasket IM, and the main slide valveilfi uncovers passage 91 while blanking passages 95 and 184: Fluid under pressurethen flows from the slide valve chamber and theauxiliary reservoir III), to

the volume reservoir 99 and the volume below relaypiston 45, until equalization takes place.

As before stated, fliiid under pressure supplied' t'o the volume below relay piston 45, by

operation of the self lappin'g magnet section 20,

also flows through the inshot valve section 26, iiowingfifStto thedouble check valve'chamber QI, where the pressure of the fluid actuates the double check valve I82 to its upper position. From the double check valve chamber IUI,

' valve.

value, the ball valve H1 will be seated. 15 Y place only through the passage H8, which, as

being through a passage H8 leading through the magnet valve section 28.

The ball valve I I1 is urged toward an unseated position by action of a spring H9 acting upon a piston I28 having a stem I2I engaging the ball When the ball valve is in unseated position, fluid under pressure may flow fromchamber H6 past the unseated ball valve to the passage H5. As the pressure of the fluid supplied to the passage H increases, it acts upon the upper side of the 'inshot piston I28 and actuates the piston downwardly. When the pressure thus acting on this piston reaches a. predetermined After the ball valve is seated, the flow of fluid takes will be described presently, leads through the pneumatic cut-off valve section 24 to the volume belowrelay piston 45.

The pneumatic cut-off valve section 24 is provided. with a slide valve I25, disposed in a slide valve chamber I26, and a piston I21 disposed in a piston chamber I28. The piston I21 has a stem I29 adapted to actuate the slide valve I 25 coextensive with movement of the piston.

.A spring I38 andloading stem I3I operate. to

hold the valve I25 upon its. seat. A second spring I32 acts upon a cup 'I33 integral with the end of-the piston stem I29 to urge the piston I21 downwardly to a normal or biased position. The cup I33 is apertured at I34 to connect the slide valve chamber I26 with the-atmosphere through a port I35.

'When the piston I21 is in its lowermost position, a cavity I36 in the slide'valve I25 connects the aforementioned passage .I I5 with a passage I3? leading tothe volume 'below relay piston 45. At'the same time, the slide valve I25 uncovers a passage I38, in which is disposed a ball check valve I39.

The piston I21 is actuated upwardly by the supply of fluid under pressure to the piston chamber I 28. Whenthe piston I21 is actuated upwardly, itseals-ag-ainst a gasket I48, and cavity I36 in slide valve I25 connects passages I31 and I38, and cavity I4I registers with passage H5. A choke I42 connects the 'two slide valve cavities I36 and MI, so that there exists a restricted communication between passages H5 and I31, for a purpose which will appear presently.

When the pressure in piston chamber I28 is released, the piston I21 moves to its lowermost position, where a groove I43 connects the piston chamber to slide valve chamber I26, and hence to the atmosphere.

The supply of fluid under pressure to the piston chamber I28 is controlled by'the magnet valve section 28. This section is provided with a supply valve I45, a cut-off valve I46, and a release valve I41. The supply valve I45 is disposed in a valve chamber I48, which is in constant communication with the aforementioned piston chamber I28 by way of passage I49. The

cut-off valve I46 is disposed in a chamber I5Il,,

which is in communication with the aforementioned passage H5 through another passage I5I. The supply valve I45-is urged toward'seated position and the cut-off valve I 46 toward unseated position by a spring I52. The supply valve I45 is actuated to unseated position and the cut-off valve I46 to seated position by action of an electromagnet 'in the upper part of When the supply valve I45 is' seated and the cut-off valve I 46 is unseated; fluidunder pressure may flow through the aforementioned passage II8, and an intermediate chamber I 53, past the unseated cut-01f valve I46 to the volume below relay piston 45, through the passages shown and in a manner which will hereinafter be more fully referred to. When the supply valve I45 is unseated and the cut-off valve I46 seated, the supply just referred to is cut off, and fluid under-pressure may then flow from the intermediate chamber I53, past the unseated supply valve I45 to chamber I48,'from whence it flows to piston chamber I28 through passage I49.

The aforementioned release valve I41 is urged toward seated position by a'spring I56, and toward'unseated position by action of another electromagnet in the casing-which when energized actuates the release valve downwardly. When the'release valve I41 is'in'unseated position, a communication is established from the chamber I58, which leads to the volume-below relay piston 45, to the atmosphere, which communicationleads past the unseated release valve I41, and through a passage I51 to a safety valve device I58.

This safety valve device I58 may be of one of a large number of types, and I do not desire to be limited to any one specific type. The function of the safety valve device, as is well known in the art, is to permit a release of fluid pressure from the volume to which it is connected, down to apredetermined value, whereupon the safety valve device operates toprevent further release of fluid pressure. It is to be here understood that the safety valve device will be set to retain in the volume below relay piston 45, a pressure suflicient to insure that the train will be brought to a stop should the release valve I41 fail to seat upon deenergization of its actuating electromagnet.

- As shown in the drawing, the aforementioned passages HS'and I49 are connected by another passage I59 having a ball check valve I68 disposed therein. The purpose of this additional passage and ball check valve will appear presently.

The controlling brake valve device I4, which controls the major operations of the control valve devices I8 throughout the train, may be one of a large number of types, and in the type illustrated may comprise a drum controller portion having a' drum I62, adapted toengage and connect together a pair of contact Ifingers I63 and to thereafter sequentially engage a plurality of contact fingers I64, to electropneumatically control brake application by straight airoperation.

The brake valve device may also include a rotary valve portion for effecting and controlling application by automatic operation. This portion ispreferably provided 'With a rotary valve, diagrammatically shown at I 65, which is adapted to control communication between a branch pipe I66, connecting with the brake pipe 92, and a feed valve -pipe 'I61,'and with an exhaust pipe I68 leading to the atmosphere.

The feed valve pipe I61 connects with a feed valve device I69, which in turn connects to a source of fluid under pressure, as for example a main reservoir I10. The feed valve device I69 is preferably of one'of the standards types commonly employed, and, as is well known in the art, is provided for the purposeof maintaining a substantially uniform pressure of the fluid supply from the main reservoir I18.

The drum controller and rotaryvalve portions ing and as will hereinafter be more fully referred In order that the supply reservoirs 36 throughout the train shall be charged at all times, a supply pipe I'II is provided which extends throughout the train. Each of the supply reservoirs36 is then connected to this pipe, so that the supply reservoirs are at all times charged to main reser- I voir pressure.

The retardation controller device I6 may also be of one of a large number of types and-for that reason I have shown in more or less diagrammatic form a pendulum type which maybe employed. In this type a pendulum I12 is freely suspended from a frictionless pivot I 13 and carries therewith and insulated therefrom contactsl14 and I15.

'I'he retardation controller device is positioned on the vehicle, so thatthe pendulum I12 is swung tothe right or left according to the rate of speed change of the vehicle. As the pendulum I12 swings to the left, its contact I14 will first engage a stationary and resiliently supported contact I16, and thereafter another and similar stationary contact I11. As the pendulum swings to the right, it engages in a similar manner'similar stationary contacts I16 and'l19.

Considering first the contacts to the left, the contact I16 is connected to the electromagnet in themagnet valve section 28, of each control valve device, controlling the cut-off valve I46 and the supply valve I45, and the contact- I11 is connected to the electromagnet controlling the release" valve I41. The other terminal of each of these electromagnets is connected to a ground connection I86. The movable contact I14 of the retardation controller device is connected to one terminal of a battery I M. The other terminal of the battery,- I M is also connected to a ground connection, so that as the movable cont'act'l14 engages the stationary contacts I16 and I11, the electromagnets in the magnet valve section 28 will be energized.

Now, if when the train is decelerating the" pendulum I12 swings to the left, it will be obvious that contacts I14 and I16 will be brought into engagement at one rate of retardation, and that contacts I14 and I11 will be brought into engagement at a higher rate of retardation. The cut- I11, and contacts I14 and I15 are connected together. If, however; it is desired that contacts I18 and I19 be employed in connection with con trolling the acceleration-of the train, then these contacts may beconnected to an acceleration control apparatus as described and claimed in the,

copending application of Clyde C. Farmer, Serial No. 707,918, filed January 23, 1934.

Theoperation of this embodiment/of my. in-

vention isaas follows:

, Running condition a When the train is running, the brake valve device I4 at the head end of the train is maintained in Release position, in which the active part of the brake valve device will be in the position shown inthe drawing. As will be observed, in this position, the drum I62 is out of engagement with the contact fingers and the rotary valve I65 connects the feed valve pipe I61 with the brake pipe branch pipe I66, by way of a port I84.

The brake pipe pressure is thus maintained uniform by the feed valve device I69, and each auxiliary reservoir I I6 is charged from the brake pipe 92 by way of charging groove I65 in the automatic valve section 22. With the brake pipe pressure maintained at normal, each automatic valve piston 86 will be maintained in its lower position, as shown. I

t the same time, in each self-lapping magnet valve section 26, the supply valve 66 will be seated and the release valve 16 unseated, so that the volume below the relay piston 45 will be in communication with the atmosphere and the relay piston will be in its lowermost or release position. The brake cylinder connected to each control valve device will then be in communication with the atmosphere, and the brakes will thus beheld released. V a

The other parts of the apparatus shown will be substantially in the positions indicated.

Service application When it is desired to effect a service application of the brakes, the brake valve device is operated through the zone indicated as Electric service zone. When the drum I62 thus engages and connects together the fingers I63, current will be supplied from the battery I 8| to each self-lapping magnet valve winding 64, through a resistance I86. As the drum I62 rotates, it sequen tially engages the contact fingers I64 to progressively cut out portions of the resistance I86 and thereby energize each winding 64 according to operation of the brake valve device through the Electric service zone. v

With the winding 64 in each control device energized, the core member 65 is actuated downwardlyto first effect seating of release valve 16 and subsequently unseating of the supply valve 66. Fluid under pressure then flows from the supply reservoir 36 to the volume below relay piston 45,. through a communication including actuated to upper position), and from thence to. the volume below relay piston 45 by way of twopaths. The first of these paths includes ball valve chamber I I6, past the unseatedball valve H1, passage H5, slide valve cavity I66, and passage I31. ball valve chamber H6, passage H8, intermediate chamber I53, past the unseated cut-off valve I46, chamber I56, passages II and -II5, and fromthence to the volume below relay piston 45 as previously described.

Fluid pressure beneath the relay piston 45 ac tuates the piston and slide valve 44 upwardly to' cut off the communication between the, slide valve chamber 46 and the atmosphere, and to effect unseating of the main supply valve 32. Fluid under pressure then flows from the supply. reservoir 36 to the slide valve chamber 46 an I from thence to the brake cylinder I2. I f

The second of these paths includes.

'wardly to only partially,

'to a brake cylinder pressure which will insure that the train will be brought to a stop in case the other path past cut-off valve I46 should be closed. This brake cylinder pressure is preferably well below that generally obtaining in normal full service application, in which the retar dation controller device is efiective.

The supply of fluid under pressure to the relay valve section will be lapped by the'self-lapping magnet valve section when the pressure reaches a value corresponding to the brake valve movement, and when the supply thereto has been lapped the relay piston 45 will move to lap position.

In'the train, each self-lapping magnet valve section of each control valve device-will operate independently of every other self-lapping magnet'valve section, so that the brake cylinder pressures effected will be substantially uniform throughout the train, and according to the position of the brakevalve handle, regardless of differences in piston travel, leakage, etc.

a As pressure builds up in the brake cylinders, the train begins to decelerate. If the rate of retardation produced by application of the brakes is sufficient to cause the pendulum I12, of the retardation, controller device IE, to swing far enough to the left to cause engagement of contact I14 with contact I16, then each electromagnet controlling a combination of supply valve I45 and cut-oif valve I46 will be energized, and the two' valves will be actuated to lower position, to cut off the supply of fluid under pressure to the volume below relay piston 45, and to supply fluid under pressure to piston chamber I28, in each pneumatic cut-off valve section 24. If the fluid supplied thereto when the cut-off valve I46 seats. s

' With fluid under pressure supplied to the piston chamber I28, piston I21 and slide Valve I25 are actuated upwardly, and as before described, cavity I36 connects passages I31 and I38, and passages H and I31 are connected through choke I42.

If, now, the rate of retardation should increase to the point where retardation controller contact I14 engages contact I11, then each electromagnet controlling a release valve I41 will be energized, and the release valve will be unseated. Unseating of this release valve releases fluidunder pressure from the volume below relay piston 45, through a communication including passage I 31, slide valve choke I42, passage II5, passage ISI, chamber I50, past unseated release valve 141, and the safety valve device I58. Since the choke I42 is now connected in this communication, the effect of this release'of pressure upon the operation of the relay valve section I8 will be more gradual than were the release effected through an unrestricted communication. As a result, the relay valve section functions to release pressure from the brake cylinders more gradually, because the piston 45 moves slowly downor crack, open the exhaust passages 54. 1

7. As the rate of retardation: diminishes due to this release of pressure from the brake cylinders, the pendulum I12 swings back to the right until contact I14 disengages from contact I11. Each release valve I41 will then be seated and the parts of each control valve device will again resume lap position, with the cut-off valve piston I21 remaining in upper position.

As the speed of the vehicle diminishes, the coefficient of friction between the rubbing parts of the brakes increasesso that the rate of retardation increases. When thistakes place, the pendulum I12 will again swing to the left to effect a further release offluid pressure from the brake cylinders. Since for each release effected by the retardation controller device, the choke I42 is in the communication through which fluid under pressure is released, the variations in the rate of retardation of the train will be small and a more uniform rate of retardation will be maintained.

If, when the retardation controller contact I14 disengages from the contact I11, the release Valve I41 should fail to be seated, then a total release of the brakes would result were it not for the safety valve device I 58. As before explained, the safety valve device is set so that when the pressure falls to a predetermnied value, the safety valve device functions to cut off the communication to the atmosphere and thereby prevent further release. Sufficient pressure is then maintained in the volume below relay piston 45 to insure that the train will be brought to a'stop.

When it is desired to effect a release of the brakes following a service application, the brake valve device I4 is operated to Release position, whereupon the self-lapping magnet valve winding 64 is deenergized and a total release of fluid under pressure from the brake cylinder is effected.

If, at the time the brake valve handle is moved to Release position, the cut-off. valve I46 is seated and the supply valve I45 is unseated, so that cut-off valve piston I21 is in uppermost position, fluid under pressure will be released from the volume below relay piston 45, through the passage I 38, past the ball check valve I39. If for any reason the communication past the supply valve I45 should be closed, then the ball valve I60 will unseat to permit the release. In any event a release of the brakes will always occur upon movement of the brake valve handle to Release position.

Auxiliary service application In case of failure of the electropneumatic control in effecting an application by straight air operation, a service application by automatic operation may be effected by movement of the brake valve handle to Automatic service position. In this position, rotary valve I65 disconnects'the brake pipe from the feed valve device l69, and connects the brake pipe to. the atmosphere through a port having a. restriction I88 therein. The brake pipe is thus vented to the atmosphere at a service rate.

As before explained, a service rate of brake pipe reduction causes the automatic valve piston 88 in each control valve device to move to service position, to effect a supply of fluid under pressure from the connected auxiliary reservoir H8 to the volume below relay piston 45, in accordance with the degree of brake pipe reduction. The flow of fluid from the auxiliary reservoir H0 is through pipe II I, slide valve chamber 85, slide 7 I189 in the rotary valve .IB5. 1 i valve device will valve: port H2, and from thence tothedouble check valve chamber I OI through passages 91 and I00, and tolthe volume reservoir 99 through pipe .98. From thedouble check valve chamber Ill the'flow to the under side of relay piston 45 is through the same passages as previously described for a straight air service application. After a predetermined pressure has been established in the volume below the relay piston 45, theinshot valve piston I20 operatesas before to seattheball valve III.

The volume reservoir 99 is provided to permit a more flexible control of the pressure of fluid supplied to :the volume below relay piston 45 through operation Of the automatic valve section 22., .If-the volume-reservoir 99 were not provided,

thepressure eflectedbelow relay piston 45 would bear :a relationto brake .pipe pressure reduction much higher than" in present standard equipment, and light applications of the brakes could not be efiected: By introducing additional volume, a given reduction in brake pipe pressure will effect a pressure below relay piston45 more nearly in vaccordance'with the ratio of standard automatic brake systems. 1

Now, since the flow of fluid underpressure to the underside of relay'piston '45 passes through the pneumatic cut-off valve section 24 for either straight air operation or automatic operation, it follows that the retardation controller device I6 will'function to control brake cylinder pressure for both modes of operation, and as described in connection with service applications by straight operation.v Therefore, if the rate of retardation during automatic operation becomes great enough, the-retardation controller device I6 will take control and limit therate' as already described.

When' it is desired to effect a release of the brakes following an: automatic application, the brake .valve handle is moved to Release position, where the brake pipe is again connected to the 'feed'valve device and brake pipe pressure restored. The automatic valve piston 88 is then actuated to lower position and slide valve cavity 94 connects the volume below relay piston 45 and the volume reservoir 89 to passage 95 and pipe 96 leading'to the atmosphere;

At; the same time, port 13in slide valve 86 registers with passage I04, so that the now high er brake pipe pressureunseats the fast recharge valve I96 and fluid under pressure flows past this unseated valve through passage I04 and port I03 to the slide valve chamber85, from whence it flows to the auxiliary reservoinllfl. The auxiliary reservoir is thusrech'arged at a fast rate,

and when the pressure in the reservoir reaches gency. In this position, maximum current will be supplied toeach "self-lapping lmagnet valve winding 64, and'the brake pipe will be vented to the atmosphere through an unrestricted port Each, selflapping magnet operate, tosupply fluid under pressure to the underside of relay-piston 45 to aimaximum de-:

ereejgAt thesametime, the emergency reduction eachauxiliary reservoir IIO to the under side of eachrelay'piston 4,5 to a maximum degree. Since the: flow from the self-lapping valve sec.- tion :and from the automatic valve section are both to the double check valve chamber IDI, it will be obvious that only the supply which domimates in pressure vm'll reach the relay-valvesection." r Y 1 Thus during an emergency application, a double supply of fluid under pressure 1 to operate the relay valve section is available, thereby insuring thatfiuidunder pressure will be supplied to the brake cylinders to a maximum degree. It will be noted however, that in both straight air and automatic applications fluid under pressure is supplied to the brake cylinders from the supply reservoirs 30 only. l

" During an emergency application, each inshot valve section will function as heretofore described, and the retardation controller device I6 will also function as previously described to limit the maximum rate of retardation. "When it is desired to effect a release of the brakes following an emergency application, the brake'valve device is moved to"Release position, where as before described, each winding (is deenergized and each automatic valve piston 88 is actuatedto lower position. i

While theo'peration of the embodiment illustrated has been described in connection with operation from one end only, it will be quite apparent thatanother brake valve device l4 may be provided at the rear end of the train and sim-- i-lar connections made as for the brake valve device at the head end of the train, so that if it is desired to operate-the train in either direction than by the spirit and scope of the appended claims.

Having now described my invention, what I claim as new and desire'to secure by Letters Patent, is: I

- 1. In a vehicle or train braking system, the

combination with a brake cylinder, of a valve device operated upon an increase in pressure for eifecting a supply of fluid under pressure to said brake cylinder, means for establishing a communication through which fluid under pressure is supplied to operate said valve device, means for effecting a supply of fluid under pressure through said communication by straight air operation, means'for effecting a supply of fluid under pressure through said communication by automatic operation; a second valve device controlling said communication and operable upon an increase: in pressure to connect a restriction in said com munication through which fluid under pressure is released from saidflrst valve device, a retardation controller device, and means responsive to operation of said retardation controller device for effecting a supply of fluid under pressure to oper ate" said second valve device.

"2. In a train braking system, the combination with'a brake cylinder, of a pressure operated valve device for controlling the supplyof fluid under p'r'essureto said brake cylinder, r'n'eansfor establishing. a communication having parallel branch paths through which fluid under pressure is supplied to operate said pressure operated valve device, a valve device in oneof said branch paths operated upon a predetermined pressure for closing said path, a second valve device operated upon an increase in pressurecfor controlling said communication to said pressure operated valve device,:and an electrically operated valve device in saidother branchpath operable toclose said path 7 and to effect asupply of fluid under pressure to operate saidsecond-valve device.

.3. Ina train braking system, the: combination with a brake cylinder, of a pressure operated valve device for controlling the, supply of fluid under pressure to saidbrake cylinder, means for establishing a'communication through which fluid under pressure is supplied to operate'saidpres sure operated valve device, a valve device operated upon an increase in pressure for controlling said communication, and an electrically operated valve device for also controlling said communi-- cation and operable to efiect a supply of fluid under pressureyto operate saidclast mentioned valve device.

4. In a train braking system,'the.combination with abrakecylinder, of a pressure operated valve device. for controlling the supply offluid under ated valve device for also-controlling said communication and operable when energized to close said; communication and to efiect a supply of fluid under pressure to said last mentioned valve device, and a retardation controller device for controlling said electrically operated valve device.

5. -In a train braking system, the-combination with a brake cylinder, of a pressure operated valve device for controllingthe supply of fluid under pressureto said brake'cylinder, means for establishing a communication through which fluid under pressure is supplied to operate said pressure operated valve device, means for effect,- in a supply of fluid under pressure to said communication by straight air operation, means for also efiecting another supply of fluid under pressure to said communication by automatic operation, avalve device operated upon an increase in pressure for controlling said communication, an electrically operated valve device for also controlling said communication and for controlling said last mentioned valve device, and a retardation controller device for controlling said electrically operated'valve'device.

6. In a train brake system, the combination with a'brake cylinder, of a pressure operated valve device for controlling the supply of fluid under pressure to and its release from said brake cylinder, means for establishing a communication through which fluid under pressure is supplied .to operate said pressure operated valve device, a valve device operated upon an increase in pressure to connect a restriction in said communication, valve means for efiecting. a supply of fluid under. pressure to operate said last mentioned valve device, an electrically operated release valve device operable to eflect a release of fluid under pressure fromsaid pressure operated V valve device through said restriction, and a re-' ,75; tardation'controller device. for controlling.- said valve means and said electrically operated release valve device. 1

'7. In a train braking system, the combination with a brake cylinder, of 'a pressure operated valve device for controlling the supply of fluid under pressuretosaid brakecylinder, a reservoir, means for establishing a communication having parallel branch paths between said reservoir and said pressure operated valve device, an electrically controlled self-lapping valve device for control ling the supply of fluid under pressure from said reservoir .to said pressure operated valve device, a valve device inone of said branch paths operated upon a predetermined pressure forclosing said branch path, a second valve device operable to control the release of fluid under pressure from said pressure operated valve'device, and a third valve device in saidother' branch path. operable to-control said other branch path and also operable to control-said second valve device.

58. In atrain braking system, the combination witha brake cylinder, of a pressure operated valve device for controlling the supply of fluid under pressure to and its release'from' said brake cylinder, means for establishing a communication having parallel branch paths through which fluid under pressure is supplied to operate said pressure operated valve device, an electrically controlled self-lapping valve device for controlling the supply of fluid under pressure to said communication, an automatic valve device for con-' trolling another supply of fluid under pressure to said communication, a pneumatically operated valve device controlling said communication and operable upon an increase in pressure to connect a restriction in said communication, an inshot valve device in one of said branch paths operated upon a predetermined pressure for closing said branch path, a magnet valve device in the other of said branch paths operable to close said other branch path and to effect a supply of fluid under pressure to operate said pneumatically operated valve device, release'valve means operable'to release fluid under pressure from .said relayvalve device through said'restriction, and a retardation controller device for controlling said magnet valve device and release valve means.

9. In a train brake system, the combination with a brake cylinder, of a relay valve device for controlling the supply of fluid under pressure to and its release from said brake cylinder, meansfor eflectinga supplyof fluid under pressure to said relay valve device to efiect operation thereof, an electrically operated release'valve device operable'to efliect arelease of fluid under pressure from said relay; valve device, valve means having a restricted port therein, and means for efiecting operation of said valve means to connect said restricted port between said electrically operated release valve device and said relay valve device, whereby fluid under pressure released from said relay valve device passes through said restricted port. I Y

10. In a train brake system, in combination, a brake cylinder, a relay valve device operated according to the supply of fluid under pressure thereto for controlling the supply of fluid under pressure toand its release from said brake cylinder, means for establishing a communication,

fluid under pressure is'supplied to operate said relay valve device and operable upon an increase inpressure'for connecting a restricted portin and for efiecting .a release of fluid under pressure said communication through which fluid under pressure is released from said relay valve device, a retardation controller device, means responsive to operation of said retardation controller device for effecting operation of said second valve device and for eflecting .a release of fluid under pressure from said relay valve device through said restricted port. a

11. In a train brake system, in combination, a

brake cylinder, a relay valve device operated upon the supply of fluid under pressure thereto for controlling the supply of fluid under pressure to and its release from said brake cylinder; means for establishing a communication through which fluid under pressure is supplied to operate said relay valve device, a second valve device having an unrestricted port through which fluid under pressure is supplied to operate said relay valve device and operable upon an increase in pressure for connecting a restricted port in said communication through which fluid under-pressure is released from said relay valve device, a retardation controller device, means responsive to operation of said retardation controller device for effecting a release of fluid under pressure from said relay valve device through said restricted port, and a safety valve device operable to prevent release of fluid under pressure from said relay valve device below a predetermined pressure.

12. In a vehicle or train brake system, in combination, a brake cylinder, a relay valve device operated upon an increase in pressure for eifecting a supply of fluid under pressure to said brake cylinder and operated upon a decrease in pressure for eflecting a release of fluid under pressure from said brake cylinder, means for effecting a supply of fluid under pressure to operate said relay valve device, means operable according to the rate of retardation of the train or vehicle for effecting a release of fluid under pressure from said relay valve device, a second valve device operated upon an increase in pressure for restricting the rate of release from said relay valve device, and a safety valve device operable to prevent release of fluid under pressure from said relay valve device below a predetermined pressure.

13. In a train brake system, in combination, a brake cylinder, a relay valve device operated according to the supply of fluid under pressure thereto for controlling the supply of fluid under pressure to and its release from said brake cylinder, means for establishing a communication through which fluid under pressure is supplied to operate said relay valve device, a supply reservoir, an electrically operated self-lapping valve device operable when energizedto efiect a supply of fluid under pressure from said supply reservoir to said communication, a brake pipe, an auxiliary reservoir, a volume reservoir, an automatic valve device operated upon a reduction in brake pipe pressure for effecting a supply of fluid under pressure from said auxiliary reservoir to said volume reservoir andtosaid communication, a selective valve device operable to select between the supply from said supply reservoir and from said auxiliary reservoir, a pneumatically operated valve device having an unrestricted port through which fluid under pressure is supplied to operate said relay valve device and operable upon an increase in pressure for connecting a restricted port in said communication, a retardation controller device, and means operated in response to operation of said retardation controller device for closing said communication from said relay valve device through'said re- 9 v stirlcted ipor-t.

14. In a train brake system, incombination, a brake cylinder, a relay valve device operated according to the supply of fluid under pressure thereto for controlling thesupply of fluid under pressure :to and its release from said brake cyl-' inder, means for establishing a supply communication through which fluid under pressure is supplied to operate said relay valve device, meant for effecting a sup-ply of fluid underpressure through said communication to operate said relay valve device, a retardation controller device, means for establishing a release communication through which fluid under pressure is released from said relay valve devicefmeans operated by said retardation controller device at one rate of retardation for cutting off said supply to said relay valve device and for connecting a restriction between said relay valve device and said release communication, and release valve means operated by said retardation controllerat an:

other rate of retardation for effecting a release of fluid under pressure from said relay valve device through said release communication. 15. In a train brake system, in combination, a brake cylinder, a relay valve device operated upon an increase in pressure for effecting a supply of fluid under pressure to said brake cylinder and. operated upon a decrease in pressure for ef-' 'fecting a release of fluid under pressure from said brake cylinder, means for establishing a communication through which fluid under pressure is supplied to operate said relay valve device, an electroresponsive valve device operable to cut ofi the supply of fluid under pressure through said communication, an electrically operated release valve device operable to release fluid under pressure from said relay valve device, a valve device operated in response to operation of said electroresponsive valve device for restricting the rate at which fluid under pressure is released from said relay valve device by operation of said electrically operated release valve device, means including a brake valve device for effecting at will a release of fluid under pressure from said relay valve device, and a by-pass communication through which fluid under pressure is released from said relay valve device at an unrestricted rate in response to operation of said brake valve device.

16. In a train brake system, in combination, a brake cylinder, a relay valve device operated upon an increase in pressure for efiecting a supply of fluid under pressure to said brake cylinder and operated upon a decrease in pressure for effecting a release of fluid under pressure from said brake cylinder, means for establishing a communication through which fluid under pressure is supplied to operate said relay valve device, a second valve device operable to cut off said communication, means for establishing a bypass communication around said second valve device, a check valve in said communication operable to prevent supply'of fluid under pressure to said relay valve device but operable to permit a release of fluid under pressure from said relay valve device, and a third valve device for controlling connection of said by-pass communication to said relay valve device.

17. In a train brake system, in combination, a brake cylinder, a relay valve device operated upon an increase in pressure for supplying fluid under pressure to said brake cylinder and operated upon a decrease in pressure for efiecting a release of fluid under pressure from said brake cylinder, means for establishing a communicationthrough which fluid under pressure is sup-- plied'toioperate said relay valve device, a magnet valve device operable to close said communication, means for establishing a by-pass communication around said magnet valve device, a valve device operated upon an increase in pressure for connecting a restriction in said first communication and forrconnecting said by-pass communication, to said relay valve device, a release'magnet valve device operable to release fluid under pressure from said relay valve device through said restriction, and means operable at will to effect an unrestricted release of fluid under pressure from said relay valve device through said by-pass communication.

18. In a train brake system, in combination, a brake cylinder, a relay valve device for controlling the supply of fluid under pressure to and its release from said brake cylinder, means for establishing a communication having parallel branch paths through which fluid under pressure'is supplied to operate said relay valve device, an inshot valve device in one of said branch paths operated upon a predetermined pressure to close said branch path, a cut-ofi magnet valve device operable to close the other of said branch paths, means for establishing a by-pass communication around said cut-off magnet valve device, a valve device having a restriction and roperated in response to operation of said cut-off magnet valve device for connecting said by-pass communication to said relay valve device and for connecting said restriction in said first communication, a release magnet valve device operable to release fluid under pressure from said relay valve device through said restriction, a retardation controller device for controlling said two magnet valve devices, and means for effecting a release of fluid under pressure from said relay valve device through said by-pass communication at an unrestricted rate.

' CLYDE C. FARMER. 

